In this study, we comparatively analyzed the convective heat transfer performance of single-wall and double-wall Gyroid TPMS (Triply Periodic Minimal Surface) structures. Using computational fluid dynamics (CFD), we evaluated the average convective heat transfer coefficients under constant surface temperature conditions for both constant velocity and constant pressure flow. Although both structures maintained the same fluid volume, the double-wall configuration increased the surface area by approximately 1.8 to 1.9 times, resulting in enhanced heat transfer performance. Under constant velocity conditions, the double-wall structure exhibited an average convective heat transfer coefficient that was 1.3 to 1.4 times higher than that of the single-wall structure. Under constant pressure conditions, we observed an increase of 1.06 to 1.1 times. Despite the double-wall structure leading to greater pressure losses due to increased shear stress from the formation of microchannels, it still maintained improved heat transfer performance even with reduced mass flow rates under constant pressure conditions. These findings provide fundamental data for designing TPMS-based cooling systems and optimizing additive manufacturing processes.

This research is to investigate the augmentation of cooling performance of water-cooling in the electric vehicle secondary battery. The research focused on the numerical study of heat transfer coefficients for cooling performance augmentation. To improve the water-cooling performance with three different inlet sections of water-cooling and five different mass flow rates, air-cooling, and water-cooling were compared. To compare the water-cooling performance, selected local positions for various temperature distributions were marked on the battery cell surface. The normalized local Nusselt number of the cooling area at the normalized height position indicated that the heat transfer coefficient of the combined section was averaging at 77.95 and 58.33% higher than that of the circle and square, respectively. The heat transfer coefficient with the normalized width by water-cooling at combined section was averaging at 5.15 times higher than that of the air-cooling. At the normalized height, the cooling performance at the water flow rates of 10 Lpm was averaging at 68-74% higher than that of 5 Lpm and 35-39% lower than that of 25 Lpm. Ultimately, the best cooling performance existed with the combined section, and the water flow rate of 10 Lpm was most appropriate, given the temperature difference and power consumption.

This study is to investigate convection cooling performance of the Secondary Battery of Electric Vehicle without heat sink. Research is focused on the comparative study on cooling between forced convection and natural convection cooling. Selected local locations for various temperature distributions had shown in the flow domain. Final temperature on the cell surface has been compared by forced convection with natural convection. According to the results of velocity and temperature distributions in the fluid domain, Buoyancy appear by density difference in the natural convection. Apparent vortex was detected in the fluid domain for forced convection. According to calculations of convective heat transfer coefficient between cell and atmosphere in the battery pack, average value of more 70-78% heat transfer coefficient increased by forced convection than natural convection. Average temperature value of the cell surface decreased up to 46.50% by forced convection. Due to vortex by air, cooling performance of forced convection is excellent. In addition, cooling on edge of the battery is better than heat source location.